Karvajal ZX-1 Conversion - Road To Transfiguration

RPO-code ZR1 has a solid significance in the history of Corvette, having proclaimed the pinnacle of Corvette small-block performance in 1970-1972 and 1990-1995. (The current ZR1 designation actually refers to a model, not an option package, but the basic naming convention still applies.) That's the back story of why Bennett Coachworks of Milwaukee, Wisconsin, named its new C6-based supercar the ZX-1.

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"The ZR1s and ZR-1s past and present represent a high-water mark for Corvette," custom-car builder Bob Bennett tells VETTE in an exclusive interview. "The ZX-1 raises the bar even higher, and in turn, creates a new reference standard for the ultimate in Corvette looks and performance."

Bennett's history with Corvette goes back four decades, when he paid his way through college restoring '53-'71 models, including his favorites: the maximum-performance L88s. "I felt the breed lost its direction after '71, but the '97-'04 models renewed my passion."

He is less enamored with the looks of the C5's successor, however. "Despite the C6's superb, world-class engineering, I feel it is a step backwards aesthetically in the exterior-styling department," he says.

Bennett was content to leave what he called "exterior-styling faults" in the modern Corvette alone, as he and his company were inundated with high-end custom and production-vehicle prototyping for private clients. Then, in June 2006, Karl Hormann of Hi-Tech Custom Concepts in Mt. Vernon, New York, contacted him about creating a series of wild aftermarket options for the C6, including a radical-looking Viper-style hood and a one-piece, non-adjustable, functional airfoil.

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Before long, the two men were discussing an exponentially more challenging project—the conception and development of an exotic-styled C6 supercar upon which all other limited-edition Corvette customs—past, present, and future—would be judged.

It took them four years—from 2007 through 2010—to move the project from concept to creation, beginning with passionate discussions about what they felt was wrong with the C6's exterior styling, and what they felt was right with the styling cues from Corvette's first through third generations. Only then did they shift their focus to the design, development, prototyping, and eventual release of the production ZX-1. Along the way, they rediscovered what makes a Corvette a classic.

So how does a team of visionary craftsmen elevate a stock late-model Corvette into a sensational supercar? To learn the answer, we went behind the scenes with Bennett Coachworks to take a closer look at the work that went into ZX-1 No. 1.

Note: The ZX-1 and its specifications were introduced to readers in "Currents" (Aug. '11). For more information on how you can have your '05-'12 Corvette transfigured into a ZX-1, visit www.hotrodbuilders.com or call Bob Bennett at (414) 298-2068.

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Karvajal ZX-1 Conversion - Road To Transfiguration

After a 175-plus-mph test run that still had one gear to go, the supercar is ready to be delivered to its first retail customer. “The ZX-1 is a perfect design, but I’ll let VETTE readers in on a secret,” Bennett says. “Midyear Sting Ray or third-gen Stingray cloisonné emblems can be installed by ZX-1 owners to really give their cars a sweet-looking styling element from the days of yore.” vette

Bennett Coachworks’ ZX-1 production car No. 1 poses for photography, prior to being delivered to one lucky customer (July 2010). “The C6 Corvette was a world-beater from an engineering perspective, but I thought the styling was not,” ZX-1 creator Bob Bennett explains. “I wanted to capture the feeling of Bill Mitchell’s 1961 XP-755 Mako Shark, while competing with today’s finest exotics on an aesthetic level.”

Bennett and ZX-1 co-creator Karl Hormann begin the arduous process of styling the ZX-1 on their computers (May 2007).

A month later, the two designers complete the first digitally rendered 3D images of the supercar. “Most of the styling cues seen here are incorporated into the ZX-1’s final design, except the fastback and front-fascia treatments, which I’m considering for inclusion in the ZX-2 that’s slated for a late-2012 release,” Bennett says.

An alternate-view rendering reveals the details of the ZX-1’s proposed rear design (June 2007). Though the taillight treatment is very close to the final production pieces, the aggressive-looking 2x2 grid tailpipes were cancelled because they would have required relocating the Corvette’s gas tank.

A year-and-a-half later, the production body panels are test-fitted to the ZX-1, and a shop tech prepares to hang the passenger-side door (December 2008). “Prototype Composites of Glendale, Wisconsin, builds the ZX-1 body panels, which are constructed of woven S-Glass fiberglass with Kevlar reinforcement in strategic places. With these pieces in place, we then prototyped the brake-cooling ductwork, the exhaust system, the wiring harnesses, and the inner-doorjamb extensions,” Bennett says.

A production front fascia serves as the testbed for further prototyping, including the radiator-cooling insert and the brake-cooling ducts (December 2008).

Technicians fit the targa-bar-and-speed-fairings assembly, then run wiring to accommodate the Center High Mount Stop Lamp (CHMSL). The speed fairings are still body-colored here, but they’ll later be painted satin black at the customer’s request (February 2009).

The ZX-1’s front-fender ductwork allows high- pressure air trapped in the front wheelwells to escape (February 2009). If you think the gills look familiar, you’re right: They’re inspired by the styling cues on ’65-’69 Corvettes.

The ZX-1 begins to take on its exterior identity. Lead fiberglass fabricator and pattern maker Tom Traxel (left) and a shop assistant hang the driver-side door (February 2009). “The rear treatment adds nearly 4 inches to the length of a factory-bodied Corvette, and the ZX-1 is 6 inches longer and 11 inches wider than a C6 overall,” Bennett says.

The supercar’s front fascia reveals factory headlight assemblies with turn signals converted into running lights, as well as specific turn signals and side-marker lights integrated into a sleek-looking narrow band in the bumper cover. The driving-light grilles are not yet installed (February 2009).

The shop installs the taillight array, which is built exclusively for the ZX-1 by Lambert Enterprises of Norris, Tennessee (March 2009). The prototype quad exhaust tips shown here are unique to ZX-1 No. 1. “Current and future production ZX-1s receive powdercoated tips,” Bennett says.

Here’s the rear-fascia assembly fully installed and wired. There are 450 LEDs in the taillight array. The four circular taillights feature five concentric LED rings. The two outer rings are programmed for running-light and turn- signal operation, and the three inner rings function as brake lights. A single row of directional LEDs located under the license-plate alcove serve as reverse lights (March 2009). “It’s beautiful from every angle, but this is the view most other drivers will see,” Bennett says.

The ZX-1’s exclusive twin rear air diffusers help reduce drag (March 2009). “When coupled to an optional full belly pan, it makes the ZX-1 as slippery on the bottom as it is on top,” Bennett says. The slender red lenses above the air diffusers are red-tinted reflectors.

After a 175-plus-mph test run that still had one gear to go, the supercar is ready to be delivered to its first retail customer. “The ZX-1 is a perfect design, but I’ll let VETTE readers in on a secret,” Bennett says. “Midyear Sting Ray or third-gen Stingray cloisonné emblems can be installed by ZX-1 owners to really give their cars a sweet-looking styling element from the days of yore.” vette

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